Locomotive steam distribution system



Oct. 28, 1941. 1.. a. JONES LOCOMOTIVE STEAM DISTRIBUTION SYSTEM Filed Jan. 28, 1939 5 Sheets-Sheet l h IIQVENTOIIQ: Lloyd BJm ATTORNEYS.

g n g g fla Q 1/ /7 5 Sheets-Sheet 2 INVENTOR: Lloyd lidones,

ATTORNEYS.

I Oct. 28, 1941. B. JONES LOCOIOTIVE STEAM DISTRIBUTION SYSTEM Filed Jan. '28, 19:59

Oct. 28, 1941. L. a. JONES LOCOMOTIVE STEAM DISTRIBUTION SYS TEM Filed Jan. 28, 1939 5 Sheets-Sheet 3 WITNESSES:

ATTORNEYS.

Oct; 28, 1941. L. B. JONES 2,260,458

LocouoTIvE swam DISTRIBUTION SYSTEM Filed Jan. 28, 1959 5 Sheets-Sheet 4 WITNESSES: Y INVENTOR- Lloyd D. 7 fl/W/ BY 6km! ATTORNEYS.

Oct. 28, 1941. JONES LOCOMOTIVE STEAM'DISTRIBUTION SYSTEM INVENTOR: yd J5. Jones,

ATTORNEYS.

5 Sheets-Sheet 5 Filed Jan. 28, 1939 @atented @ct. 28, @941 UNITED STATE rArs Lloyd B. Jones, Eolildaysburg, Pa.

Application Jan 28, 1939, Serial No. 2533M 14 Claims.

ica have a single valve for admitting and exhausting steam to and from both-ends 01 an engine cylinder, this valve being usually of reciprocating piston type. and being operated by a valve gear (commonly oi the Walschaert type) adjustable to vary the proportion of the piston 15 stroke during which steam is admitted to the cylinder. While it is only desired to vary the point of the stroke at which the admission of steam to the cylinder is cut oil, yet with just a single valve controlling an. the events or the stroke, any change. hr the cut-oil (retardation or advance) is accompanied by a similar change in the other events or the stroke,the a dmission 0! live steam, the beginning oi. exhaust or spent steam, and the ending of exhaust, when com- 28 pression oi spent steam remaining in the cylinder begins. Under most conditions, therefore,- the events of the stroke are not all correctly timed. and the efllciency is consequently lowered. The inertia and frictional resistance oi a single large reciprocating valve also result in considerable distortion of the timing at high locomotive speeds, with resulting loss or eiliciency. Furthermore, the opening or the steam admission port to the cylinder ,is gradual, so that the entering steam is throttled and an appreciable part oi the working stroke takes place without iull steam pressure on the piston, resulting in iurther lowering of mean eflective, pressure and ei'ilciency.

the cut oil and in the reversal of the locomotive. are so large that a power-operated reversing gear is necessary, adding to the complication and cost of the equipment, as well as to the non-propulsive consumption or power.

I have devised a valve system for a locomotive which obviates these drawbacks of present practice. For this purpose, the single reciprocating valve now used is replaced with separate fluidoperated poppet valves tor admitting and exhausting steam to and from each cylinder or active cylinder end-making, say, four such valves for the usual double-acting engine cylinder. flhis aflords a flexibility oi operation that allows all the events or the stroke to be correctly timed, and permits oi! varying or adjusting .one event without changing any 01 the others, since the operation of each valve can be controlled quite independently, so as to give any desired timing for the events which it produces. Valves of poppet type actuated by steam or elastic fluid can be opened and closed very quickly, so that,

throttled admission or exhaust oi! steam to or ,from the cylinder is entirely done away with.

a locomotive can be controlled by a light rotarymaster controller, operating without inertia ef- 0 fects and -with very little friction, so that. the

power used for. valve actuation isvery small, and the *valves and operating mechanism have no distortingeflects orfthe timing. The adjustment of thewmastercontrollefiand thereversal of the locomotive require but small-force, and can be elected with light rigging, operated directly by hand. The rotary master-controller may consist o! a master valve (or group of valves) controlling the action or actuating fluid on the pop- Thc lowering of emciency from these two causes- 40 pet valves, or of a master cam (or set 01' cams) incorrect timing, and throttled admission-means that locomotive cylinders must be considerably larger than wouldotherwise be necessary, in order that the locomotive may develop the required power.

Besides the loss or eiliciency and power .due to incorrect timing and throttled steam admission, the inertia .andirictional resistance oi a large reciprocatory valve and its valve gear result in considerable non-propulsive consumption of power, especially during operation of the locomotive, at high speeds; and this is of course a dead loss, requiring further increase of cylinder to obtain the desired tractive power. Purthe h more, the forces involved." in the adjustment of 55" the steam.

can be made lighter than the single large poppet.

performing this function through suitable pilot valves.

As regards lightness and quick operation of 1 maximum advantage can be gained by using several small fluid-actuated admission poppets or exhaust ponp ts for each activ cylinder end,

rather than one larger admission or exhaust poppet giving an equivalent area for the passage or This is because the smaller poppets and will operate to and fro more rapidly. The advantages of the subdivision oi runction (admission or exhaust) amongst several small valves are not-oiiset by any corresponding complications from that in Fig. XII.

forillustration, the cylinders 2 of the master control means required, since a single master controller agency (whether a single rotary-cam-operated pilot'valve, or a seat-port ofa rotary master valve) can control the operating fluid for several poppet valves, 'just as readily as for one single poppet valve.

' Other features and advantages of the invention will appear from the following description of species or forms of embodiment, and from the drawings;

tive cylinders, pistons, admission and exhaust valves, and part valves. I

I Fig. IV is a fragmentary side view of the drivlng connection for the master controller shown inFig. I, with one of the parts partly in longitudinal mid-section as indicated by the line and aflowsIV-IV in F 'ig..I; and Fig. V is a fragmentary view. of certain parts, at right angles to Fig. IV, one of the parts being in section as indicated by the line and arrows V--V in Fig. I.

shows a; vertical mid-section through of a master controller forthe one of the maln'steam admission valves of the locomotive; and Fig. VII is a similar view of one of its exhaust valves.

Fig. VIII is a tilted or perspective view of a master controller valve; Fig. IX shows a cross section through the valve, taken on two difierent planes substantially as indicated by the line and the saddle 2| are diagrammatically shown as one block of metal, rather than as separate parts bolted together. Live steam from the locomotive boiler may be supplied to the cylinders 20 (as usual) through pipes and ducts 28, and spent steam fromthe cylinders may be exhausted through ducts 25,-leading to the usual exhaust nozzle (not shown), or to any desired exhaust discharge. At each end of each cylinder 20, casings or housings 30, 3| are diagrammatically indicated, for the fluid-actuated poppet valves that admit and exhaust the steam or motive fluid to and from 'the cyllnders,though these valves themselves are not shown in Figs. I and II.

Fig. III shows the admission and exhaust valves 32 and 33 withtheir connecting ducts 34, 35 to the ends of the cylinders 201, 201 whose pistons 241, 24Z there appear in relative positions corresponding to the setting of their crank pins 21 atan angle of 90 apart, as usual. Fig. III also shows pistons 36 in cylinders 31 for operat-' ing the valves 32 and 33, with fluid supply and reliefconnections or ducts 38 from the cylinders 31 to the valve means of a master controller for controlling the action of operating fluid to open and close the poppets .32 and 33. It will be understood, of course, that cylinders 20, valves 32, 33, cylinders 31, and ducts 34, 35, 38, etc.,

. do not appear in their true relative proportions or positions in Fig. III, owing to the highly dia grammatic character of this figure.

I Figs. I and II show a master controller 40 for the valves 32, 33 arranged to revolve continuously in the saddle 2| about an axis extending fore and aft (lengthwise of the locomotive) between the cylinders 201', 201, and embodying and arrows IX-1xin Fig. XI; and Figs. X'and XI show longitudinal sections through the valve,

taken as indicated by the lines and arrows X'X and XI-XI in Fig. IX.

. Fig. XIII is a somewhat diagrammatic plan view of locomotivecylinders with a master controller consisting 01' a rotary cam operating pilot valves which directly control the action of the p pp t valves.

Fig. XIII shows a vertical mid-section through one of the mainst'eam admission valves such as indicated in Fig. XII, together with its ush rods and master controller cam: and Fig. XIV is a similar view of one ofthe exhaust valves with the'controller cam. These sections are taken as indicated by the lines and arrows XIII-XIII and master controller cam in Fig. m is diflferent Figs. 1 and n illustrate the application r my invention; to ordinary ime of steam locomotive having a pair'of double-acflng 'cylinder s 2| carried by a front saddle 2i,and conveniently' distinguished, according to their right. and

" left positions.; ;in l"ig. 1I,'-as 2Ir.and 201. The

locomotive has .a. number of pairs-pf driving wheels 22 intereoirn'iected as usual'byside, rods 23, and driven by the 24in the cyllnders as, as through piston 2s,-

rods 23,. and crankpin 2'I,thcse pistons being convenlentlydistinsuished as .24r' and, 241, on the same. bases as the cylinders 241 and 23!. Here];

' reach-rod. 49 to a rocker arm on a transverse inFig. XII; but the position of the being laid out to make one revolution for one (or actuating) valve means for controlling the action of the operating fluid to open and close the valves 32 and 33. Preferably, the-master controller 40 is driven from one of the axles 42 "of the driving wheels 22 through a longitudinal (fore and aft) shaft 43 whose rear end is geared to said axle through (worm) gearing 44, and whose forward end is connected to the controller shaft or spindle 45through a universal joint 46 and a splined connection 41. The

splined connection 41 allows the rotary controller a 40 to be shifted axlallyor fore and aft (relative to the saddle 2i and associated parts), which may be done manually from the locomotive cab I (Figs. 1, II, IV, and V) by means of a latch-andsegment reverse lever 43 connected through a horizontal shaft 50 whose forked arm 5| carries rollers,52 that engage in a groove in the enlarged hollow splined end 53 of the valve spindle 45. By shifting the master controller 40 axially as just described, the point of cut-off can be adjusted, or the locomotive reversed, as' will presently be explained. The particular master for driving it should have a one-to-one ratio.

.nected through the duct 34 to an end of one of --the locomotive cylinders;v 20, Figs. 1,11, and III.

A preferredtype of admission valve ls'illustrated in Fig. v1 as comprising a doubleheaded poppet 32 whose heads close and seat upward on ports in diaphragms across the interior of the valve casing 33. Livesteam' from the duct 23: is supplied above and below the two valve heads, while the space between them is con- The stem I4 connecting the-valve 32 to the operating piston" extendsup; througiran opening in the wall separating the upper steam space in the casing 36 from the operating cylinder 3'7, with a clearance at 55 around the stem suflicient to permit leakage of steam up into the cylinder under the piston 36, to lift the valve 32 to its seats and cut oif steam from the locomotive cylinder; and the valve 32 is thus biased to close. When the valve 32 is thus seated, the leakage clearance at 55 is closed by a conical valve head 56 on the stem 54, which seats coincidentaly with the valve 32. There is a leakage vent 51 from the lower end of the cylinder 31 to the atmosphere; but this is overtraveled and closed by the piston 36 when the valve 32 opens. The fluid supply and relief duct 38 to the master controller 4D is connected at 58 into the upper end of the cylinder 31, above the piston 36. It is practicable to use steam or elastic motive fluid from the supply to the main cylinders as operating fluid above the piston 36, as well as below it, since with equal pressures above and below this piston, the valve.'32 will drop open by its own weight. To cushion the closing upward movement of the valve 32 and its piston- 36 when pressure above the latter is relieved, an elastic cushion is preferably arranged to receive its impact and absorb its momentum near the end of its upward movement. As shown, this elastic cushion comprises a helical compression spring 66 acting between the centrally bossed upper end of a bore in the top of the cylinder 31 and a cup-like plunger 6| that slides in said bore and engages the upper end of the valve stem 54 above the piston 36. This spring 60 also acts to initiate the downward movement of the valve 32,-assisting gravity against any tendency of the valve to stick. The downward expansion of the spring 66 may be suitably limfor engaging the .closes' clearance 55, the confined pressure fluid below piston 36 can gradually leak away at 51, thus ultimately allowing valve 32 to drop open. This, however, does not happen during the continuous running of the locomotive, but only when pressure is altogether shut off from the valve 32.

A preferred form of exhaust poppet valve 33 illustrated in Fig. VII is similar to the admission valve of Fig. VI, except that the double valve heads close downward, so that pressure below piston 36 tends to open the valve 33, and pressure above to close it; valve 56 closes leakage clearance 55 when valve 33 opens; and the connections between the valve casing 3i and the engine cylinder are reversed as compared with Fig. VI: i. e., the space between the poppet valve heads is connected to exhaust, while the spaces above and below these heads are connected to the engine cylinder duct 35, as indicated in Fig. III. The helical compression spring 66 is mounted in the bottom of the valve casing 3|, to cushion the gravitational downward-closing movement of the valve 33 when operating pressure is admitted above the piston 36, and to assist in initiating the upward-opening movement of the valve, as against any sticking tendency. Valve 33 is biassed to open by the leakage pressure below it, and does open automatically when the pressure above piston 36 is relieved; but when pressure is altogether shut ofi from the valve 33, it automatically drops shut.

As shown in Fig. III, the controller 60 and its bore 01" seat in the saddle 2| directly embody valve means for controlling the action of operating fluid on the operating means or pistons 36 of the valves 32, 33 belonging to the two engine cylinders 261', 201, such valve means comprising annular rows of ports in the internal surface of the valve bore 'or seat,which is shown as unrolled or developed into the flat in Fig. III,-and corresponding ports SI, S2, etc., and'Vl, V2, etc., in the external surface of the master controller 66, which is thus in'efiecta rotating-valve body. It will of course be understood that in showing the interior surface of the valve bore or seat 65 developed or unrolled in Fig. III, some of the ports and other features are necessarily shown divided,-part at the upper edge of the seat 65 and part at its lower edge,although the actual cylindrical surface 65 is continuous, and its ports "which appear divided are really simple openings like the rest.

As shown in Figs. VH1, 12:, x, and K1, the masvalve into a chamber 69 consisting of an extension of the valve bore in the saddle 2|.

The recess 68 is always supplied with steam through an annular row of portsin the internal surface 65 of the valve bore (these ports being wide enough to cover the recess 68 in any longitudinal position of the valve body 46), and

, through a duct '10 (Figs. I and III) which may steam bore 66:): in the valve 46, diametrically opposite the bore 66. and. opening into a duplicate recess 66:: at the other side of the valve body from the recess 68, and in communication with the duct 66 through a diametric crosspassage l2 in-the opposite'end of the valve body from the recess 66. This duplicate steam bore 66a: not only assures an abundant supplyof steam to the ports SI, S2 at the opposite end of the valve body from the recess 66, but also equalizes the effects of temperature and pressure changes due to the pres ence or absence of steam, so that these changes have no tendency to distort, or bend the valve body. As shown in Figs. VIII, IX, and XI, the

relief duct 61 is also duplicated by a diametrically opposite relief duct 61:: opening through the end ports of the rotating valve body 66, the valve seat or bore 65 has ports. which are shown in Fig. III as arranged in eight groups A, B, C; D, E, F, G, H. The valve seat ports of the groups A and B- coact with the valve ports SI and VI, admitting and exhausting steam to and from the cylinders 31 of the admission valves 32 for the cylinder 201'; the valve seat ports of the groups C and D coact with the valve ports S2 and V2, admitting and cxhausting steam to and from the cylinders 31 of the admission valves 32 for the cylinder 2.01; the

valve seat ports of the groups E and F coact with the valve ports S3 and V3, admitting and exhausting steam to andfrom the cylinders 31 of the exhaust valves 33 for the cylinder 201'; and the valve seat ports of the groups G and Hcoact with the valve ports S4 and V4, admitting and exhausting steam to and from the cylinders 31 of the exhaust valves 32 for the cylinder 201. To provide for reversing the locomotive, each group ,of ports A, B,.C, D; E, F, G, H comprises a double annular row. (or pair of rows) of ports, one single annular row of ports for forward motion, and the other annular row of ports for backing. Corresponding ports of the adjacent groups A and B, C and D, E and F, G and H are connected by a common duct 38 to the operating cylinder 31 of a particular valve 32 or 33 which these ports serve.

Hereinafter, each port in the valve seat or bore 65 is distinctively designated, where individual reference .is necessary, by a combination of three symbols indicating its role in the operation of the locomotive: A, B,--C, D, E, F, G, or H, ac-

cording to the group to which it belongs; cor h according to whether such poppet serves the rearor cab end or the front or head" end of such engine cylinder; and f or b according to whether the port in question is active in forward or backing movement of the locomotive. For example, the port at the extreme left of Fig. III extending upward from about the middle of the forward travel of the locomotive with cut-off at half-stroke, and in transverse (or circumferential) positions corresponding to the illustrated positions of the pistons 241', 241 in the cylinders 201, 201. The arrow at the left of Fig. III corre-' longitudinal positions on the valve seat 65 cor-. v responding to a setting of the valve body 40 for,

As to the cylinder 201, the steam supply port- S2 is about to end its travel across port Cc! and thus cut oil pressure from the cylinder 31 of the admission poppet 32 for the rear end of the cylinder 201, and the relief port V2 is about to begin its travel across port D0 and vent this cylinder 31, so that this admission poppet is about to close and cut oi the supply of steam to this end of the cylinder 201. Steam port S4 is still traversing port G01 and supplying steam to hold the exhaust poppet 33 for the rear end of. cylinder 201, closed, and relief port V4 is some distance in advance of the corresponding port Hcf, so that the exhaust poppet 33 for the rear end of the cylinder will not be opened till later in the forward stroke of piston 241. Steam port S4 is-some distance in advance of port Ghf, while relief port V4 is still traversing the corresponding port Hhf, so that the exhaust poppet 33 for the front end of the cylinder is being held open. Steam por't S2 is not yet near port Chi, and exhaust port V2 is not yet near the corresponding port Dhf, so that the admission poppet 32 for this end of this cylinder is closed and will beheld closed for some time.

It will be observed that the valve seat ports of groups A and C for the supply of fluid pressure to open the admission poppets 32 have their leading edges parallel with the longitudinal valve axis, so that the valve ports SI and S2 always startacross them at the same point in the strokes of the pistons 241' and 241,-no matter how much the valve body 40 may be shifted axially either way from the position indicated in Fig. III,-and

the admission always occurs at the same point in the stroke. On the other hand, the trailing edges of these same ports slope relative tothe valve axis, so that the termination of the travel of ports .SI and S2 across them is deferred by shifting valve 40 to the right, giving cut-oiI later in the piston stroke, and is advanced by shifting valve 40 to the left, giving cut-off earlier in the stroke. The leading and trailing edges of the valve seat ports of groups B and D for venting fluid pressure from the cylinders 31 of the admission poppets 32 .both slope (at the vsame inclination) relative to the valve axis, so that while the proportion of the piston stroke during sponds to those in Figs. VIII and IX and indi- 1 cates the direction of movement of the surface of valve body 40 and its ports SI, S2, etc.,and VI, V2, etc., relative to the valve-seat surface 65. I

As regards the cylinder 201', the steam supply port SI of valve 40 is beginning its travel (down= ward) across valve seat port Acf, thus supplying steam to the cylinder 31 of the admissionpoppet 32 for the rear end of the cylinder 201', to open this poppet and hold it open, which admits steam behind the piston 241' to move it forward in the cylinder, while the relief port VI is not yet near the'corresponding port Bcf. The steam port S3 has begun its travel across port Ecf, supplying steam to hold closed the exhaust poppet 33 be-' hind the piston 201', while the relief port V3 is not yet near the corresponding port Fcf. However, this relief port V3 has begun its travel across port Fhf, venting the cylinder 31 for the exhaust poppet 33 in front of the piston 241, so that this poppet is open to exhaust, while the-steam p'ort' S3 is. not yet near the corresponding port Ehf.

40 is shifted axially further and further to the which the cylinder 31 is vented by them is always the same, this period occurs earlier in the stroke if the valve 40 is shifted lengthwise to the right, and'later if the valve 40 is shifted to the left. The valve bodyports SI, S2, VI, V2 have edges sloping in conformity with those of the corresponding valve seat ports, so as to give quickly.

a full admissionor venting of steam to or from the cylinders 31, and quick operation of the valves 32. On the other hand; the leading and trailing edges of all 'the ports of groups E, F, G, H that control the supply or venting of actuating fluid for the exhaust-poppets 33 are parallel with'athe valve axis, so that shifting the' valve 40 lengthwise does not change the points in the stroke at which the valves 33 open and close,which thus remain constant regardless of changes in the point of cut-oil. Accordingly, the valve ports S3, S4, V3, V4 are rectangular, with- ,out any sloping edges, to give quickest operation of the valves 33.

It will be observed that if the master valve left in Fig. m, the path of the valve ports SI, S2, S3, S4 and VI, V2, V3,-V4 will lie altogether clear of the corresponding valve seat ports, and the puppets 32 and 33 will not operate at all.

assesses Thus these valves 32, 33 will be in positions corresponding to the mid-position of the usual locomotive piston valve, and the locomotive will stop as its momentum is used up. If, however, the master valve 43 is shifted yet further to .the left, the paths of the valve body ports SI, etc., and Vi,"etc., will lie across the valve seat ports for backing; and such admission and exhaust poppets 32, 33 will be opened, and in such sequence, as to start and run the locomotive backward.

It will be apparent that the agroupment and arrangement of steam supply and relief ports in the master valve body 43 and in the valvebore or seat 33 as shown in Figs. III-IX is illustrative and to a certain degree arbitrary, and can be changed around as found most convenient.

Likewise, the system can be adapted to a locomotive with more than two cylinders, by merely providing additional ports in the valve seat or bore 35, and driving the valve'body 43 in proper relation to the piston strokes.

same as forthe rotary master valve 40 in Figs. I and II, except that as the particular cam. Ella in Figs. XiI to XIV is laid out to make one revolution for two revolutions of the locomotive drive wheels, the gearing in its driving connections should have a two to one ratio, as against a one to one ratio for the gearing 43 in Figs. I and II. The positions of the pistons 241' and 241 are the same in Fig. XII as shown in Fig. III, corresponding to the beginning of the for ward piston stroke in the cylinder 231' and the middle of the forward stroke in the cylinder 23!,

, operates longitudinally sliding pilot valves (of On the other hand, the shapes of the various -valve and valve seat ports shown are functional as well as illustrative: i. e., changes in the port outlines can be made to produce variations of poppet-valve action. For example, if desired, the leading edges of the ports of groups A and C for supplying fluid to open the admission poppets 32 may be sloped or curved, so as to varythe point of the stroke at which admission occurs somewhat; or the leading or trailing edges of the ports of groups E, F, G, II that control the supply and/or relief of fluid to operate the exhaust valves 33 may be sloped or curved to vary the points of release and compression, where exhaust begins and ends. Slope or curvature of port edges may also be resorted to in order to correct the varying eifects of constant time-lag on poppet operation at different locomotive speeds: i. e., the time required for a-poppet 32 or 33 to open or close after opening of a:valve seat port is constant, and hence occupies a larger fraction of the piston stroke at high locomotive speeds than at low speeds. As high speeds are normally accompanied by a shortening of the 1000- motive cut-off, the valve seat ports can be designed to produce slightly earlier opening (or closing) thereof for early cut-off, and viceversa, so that the points of thestroke at which the other poppet operations occur shall be the same at all speeds.

It will be observed that when the steam supply is shut oil at the locomotive throttle (not shown) to ailow thelocomotive to drift, all the'adrnis-' sion poppets drop open,-thus by-passing the two ends of the cylinders 23 through the ducts 23; whereas the exhaust valves 33 all .close and prevent gases from the smoke-box from being drawn back into the cylinders during drifting.

As shown in Fig. XII, therotary master controller valve 43. of Figs. 1, II, and III is replaced with a revolving master controller Mia-of cam type, that revolves about a longitudinal axis between the cylinders 231', 231, is shiftable longitudinally by means of a grooved collar 33a, and actuates pilot valves, in casings 33a and 3111. on

the cylinders 23. In Fig. XII there are two rel-' piston type) which control the admission of op erating fluid to shift the admission and exhaust poppets 32 and 33. As shown in Fig. XII, there are two cam surfaces located 180 apart on the periphery of the master cam 33a, so that each push rod 33 is actuated twice for each cam revolution, or once for each single revolution of the driving wheels. As shown in Figs. XIII and XIV, the push rods 33 are angularly so arranged with respect to the actuating cam surfaces at 43a that an impulse to a push rod at the left is followed 45 later by an impulse to one at the right, which corresponds to of rotation of the main driving wheels.

Ina general way, the shapes of" the cam surfaces of the master cam 43a correspond to those of the ports in the bore or valve-seat surface 33 of the rotary cam 43 in Fig. III. For example, the faces of the admission cam surfaces 33, 33 in Fig. XII are triangular, and it is evident that if the master cam 43a is shifted longitudinally to the right in Fig. XII, the push rods 33 actuated thereby will remain in their extreme outer positions longer than with the cam 43:: in the position shown, giving a longer period of steam admission to the engine cylinders. and a later cut-on; while if the master cam 43a is shifted to the left, the corresponding push rods 33 will other hand, such longitudinal shifting of the master cam 43a will not aifect the timing by the rectangular exhaust cam surfaces 34, 34. If the master cam 43a is shifted still further to the left, the valves 32, 33 will be on center, as explained above with reference to Fig. 111 or may even be reversed; the master cam 43a will rotate in the opposite direction, with its top portion moving from the bottom toward the top of Fig. XII; and the valve events will be controlled by similar cam surfaces 35, 35 and 33, 36 in the same manner as for the cam surfaces 34, 34 and 33, 35. Of course the various camsurfaces 33, 33, 34, 33, 33, 35,.and 33, 33 may be varied in shape to produce somewhat diflerent timing of other events for different cut-ofl'aif desired, OiwtO compensate for the different effects of constant time'- lag in valve operation at diflerent speeds.

The admission poppet valve 32 shown in Fig.'

XIII diflers somewhat from that shown in Fig. VI as regards its actuatingarrangements. As shown in Fig. XIII, the valve stem Ila carries differential actuating pistons 36a and 3312, one above the other in a cylinder 31a forming an upward extension of the valve casing 330, the smaller piston 33a always having its'. underside exposed to the live steam pressure above the upper head of the valve 8!. /A pilot valve 88 controlling the action of operating fluid onthe pistons 36a, 38b is longitudinally movable in a bore in a part 88 forming the head of the valve operating cylinder 31a. The pilot'valve 88 is preferably biassed to move toward the cam 48a, as by unbalanced pressure. 'of live steam on one end of the valve, and live steam for this purpose may be supplied through a port or duct 88 extending up from the upper stream space of the poppet valve casing 88a to an annular chamber 8| around the pilot valve 88, through ports in the valvebore liner 82 into an annulargroove 88. in the valve, and through ports 84 and the hollow interior of the valve to the lefthand end of its bore. At the right of the steam groove 88, the valve 88 has an exhaust groove 88 which may be connected to any suitable point or region of discharge, through ports 88' in the liner 82 and a duct or pipe 81. As shown, the annular groove 85 is connected to the cylinder 81a between the differential pistons 88a, 38b through ports I88 in the liner 82 and a duct I 8|, and to the upper end of the cylinder 31a (above the upper piston 8817) through ports 88 and a duct 88.

2,2eo,4ss

nular valve groove III is supplied through theports II 8- and the duct III to the lower side of the piston which is thus raised to open the valve 38.

It wfll readily be seen that when the locomotive throttle is closed, shutting oil! steam from -With the valve 88 in the position shown, the

upper side of the larger piston 88b is vented to exhaust, so that the valve 82 is held to its seat by the livesteam pressure on the underside of the smaller piston 88a. when the cam 48a moves the valve 88 to the left, the valve covers the exhaust ports 88, cutting off the upper end of the cylinder 81a from exhaust; and on a further movement to the left, its annular groove 88 conj nects the ports 88 to the annular steam chamber 8|, admitting live steam through the duct 88 to' the upper side of the larger piston 88!: to shift "the admission poppet 32 downward to open it.

During the latter partof this downward move- -ment, the larger piston88b overtravels and closes The exhaust valve 88 diifers from the admis- I slon valve 3: just described in having but a single operating piston 880 in the cylinder "0. The

pilot valve I88 maybe biassed move toward the cam 48a by the unbalanced pressure of live steam supplied from any suitable source to one end of the valve bore, as through a duct and pipe connection I88. As shown, the valve III is hollow, and the stem supplied at I88 passes through its interior and .outthrough ports III In o an external annular groove I II' near its middle. At

opposite sides of this steam groove III, the valve ll88 has annular exhaust grooves H2 and III which are connected te -branches of an exhaust pipe Ill leading to any suitable point of discharge. With the pilot valve I88 in the position shown steam'from the valve'groove III is- Supplied through ports III in the valve bore .1inerI82c and a duct III to the'upper side of the piston 88c, to depress the latter and hold the valve 88 to its seat, while pressure is vented from the admission valve 82, as well as from the duct 88, the admission valve 82 will drop open, and that, similarly, the exhaust valve 88 will drop shut. This allows free circulation between the ends of the engine cylinders 281, 281 to permit the locomotive to drift without resistance to the pistons by compression of fluid in the ends of the engine cylinders, while preventing air, gas or smoke from being drawn into the cylinders from the locomotive smoke-box or other point of exhaust,just as in the case of the valve arrangev 'ment already described.

ture, including th locomotive saddle and the cylinders thereon at opposite sidesfof the locomotive, and an axle driven by reciprocating pistons in said cylinders, of conduit means and poppet valves in said front end locomotive structure, for supplying and admitting motive fluid to the opposite ends of said cylinders, with fluid actuated means for shifting said admission poppet valves, poppet valves for exhausting motive fluid from the opposite ends of the engine cylinders, with fluid-actuated means for shifting said exhaust poppet valves, and a continuously rotating master controller driven from said axle and mounted in said front end locomotive structure between said cylinders, with valve means controlling the action of the locomotive operating fluid on said fluid actuated means to shift said p ppet valves.

2. A rotary master controller valve, for controlling the operation of fluid-actuated en ine valves, comprising a revolving cylindrical valve body having therein a pair of diametrically opposite longitudinal motive fluid passages with openings to the periphery of said body for supplying operating fluid to move-said engine valves,

beneath said piston through a duct III and ports I I8 in said'liner I820, via the exhaust'groove H2. When the valve I88 is shifted to the left by the cam 48a, the ports- IIlandthe upper side of the piston 88c are connected to exhaust through the 3 annular valve groove 8, venting the'upperside of thepiston 880, while live steam from the anmeans to shift said admission and said and a pair 01 diametrically opp site longitudinal relief passages with openings to the periphery of said body for venting the motive fluid supplied as aforesaid, whereby temperature changes due to fluid in said pairs of passages aflect the valve' body symmetrically, and hence do not warp it;

' 3. In a reciprocating engine locomotive, the

combination. with its engine cylinders and a ro-- tating shaft driven by the reciprocating pistons in said cylinders, of conduit means and poppet motive fluid from the opposite ends of the engine cylinders, with fluid-actuated means for shift Ing said exhaust poppet valves: and a continuously rotating master controller with valve means controlling the admission of the locomotive operating fluid to the said fluid-actuated exhaust poppets, with means for driving said master controller from said rotating shaft.

4. The combination as set forth in claim 3 wherein the continuously rotating master controller and its valve means comprise a rotary cam with pilotvalves actuated by said cam for controlling th supply and venting of motive fluid to move said poppet valves.

5. In a reciprocating engine locomotive, the combination with its-engine cylinders and a rotating shaft driven by the reciprocating pistons in said cylinders, of conduit means and popp t valves for supplying and admitting motive fluid to the opposite ends of the engine cylinders, with fluid-actuated means for closing said admission poppet valves; p ppet valves for exhausting motive fluid from the opposite ends of the engine cylinders, with fluid-actuated means for opening said exhaust poppet valves; and a continuously rotating master controller with valve means controlling the admission of motive fluid from said S pp conduit means to the said fluidactuated means to close said admission poppets and to open said exhaust poppets, with means for driving said master controller from said rotatingshaft.

6. In a reciprocating engine locomotive, the combination with its en ine cylinders and a rotating shaft driven by the reciprocating pistons in said cylinders, of conduit means and poppet valves for supplying and admitting motive fluid to the opposite ends of the engine cylinders, with fluid-actuated means exposed to the motive fluid when said admission poppet valves are in one extreme position for shifting said valves to their other extreme position; poppet valves for exhausting motive fluid from the opposite ends of the engine cylinders, with fluid-actuated means exposed to th motive fluid when said exhaust poppet valves are in one extreme position for shifting said valves to their other extreme position; a continuously rotating master controller with valve means controlling the admission of operating fluid to said fluid-actuated means to shift said admission and exhaust poppet valves to their other extreme position as aforesaid; and means for driving said master controller from said rotating shaft.

7. In a reciprocating engine locomotive, the combination with its engine cylinders and a rotating shaft driven by e miprocating pistons in said cylinders, of conduit means and poppet valves for supplying and admitting motive fluid to the opposite ends of the engine cylinders, with fluid-actuated means for shifting said admission poppet valves: p t valves for exhausting motive fluid from the opposite ends of the engine cylinders, with fluid-actuated means for shifting said exhaust poppet valves; pilot valves controlling the action of the locomotive operating fluid on-said fluid-actuated means to shift said admission and exhaust poppet valves; continuously rotating master controller cam means for actuating said pilot valves; and means'for driving said master controller cam means from said rotating shaft.

8. In a reciprocating engine locomotive, the combination with its engine cylinders and a rotating shaft driven by the reciprocating pistons ,in said cylinders, of. conduit means and poppet valves for supplying and admitting motive fluid to the opposite ends of the engine cylinders, with fluid-actuated means for shifting said admission poppet valves; poppet valves for exhausting motive fluid from the opposite ends of the engine cylinders, with fluid-actuated means for shifting said exhaust poppet valves; pilot valves controlling the action of the locomotive operating fluid on said fluid actuated means, and them- 5 selves constantly exposed endwise to unbalanced pressure of said operating fluid tending to move master controller cam for moving said valves in the other direction against this unbalanced endl0 wise fluid pressure; and means for driving said master controller cam from said rotating shaft.

9. In a reciprocating engine locomotive, the combination with its engine cylinders and a rotating shaft driven by the reciprocating pistons in said cylinders, of separate poppet valves, for admitting and exhausting motive fluid to and from said cylinders, balanced with respect to the action of the motive fluid thereon, but biased to occupy one extreme position in the absence of actuating fluid pressure, with fluid-actuated means for shifting said valves to their other extreme position; a continuously rotating master controller with valve means controlling the admission of actuating fluid to said fluid-actuated means to shift the valves to their said other extreme position;-and means for driving said master controller from said rotating shaft.

10. A poppet valve for the combination as set forth in claim 9, comprising a casing with valve seats and an operating cylinder, 8. poppet valve member including heads coacting with said seats and balanced with respect to the action of the motive fluid thereon, and a piston in said cylinder connected to said heads, there being a leakage port from the motive fluid space of the easing into the adjacent end of said cylinder, and

said valve member being provided with means for controlling said leakage port, and means for supplying operating fluid to the other end of said cylinder.

11. The combination as set forth in claim 9 wherein the continuously rotating master controller comprises a rotary cam, with pilot valves actuated by said cam for controlling the supply of operating fluid to said fluid-actuated means to shift said Poppet valves.

12. In a reciprocating engine locomotive, the combination with its engine cylinders and a rotating shaft driven by the reciprocating pistons in said cylinders, of conduit means and poppet valves for supplying and admitting motive fluid to the opposite ends of the. engine cylinders, with fluid-actuated means for closing said valves, and means biasslng said valves .to open automatically in the absence of actuating fluid pressure; poppet valves for exhausting motive fluid from the o}- posite ends of the engine cylinders, with fluidactuated means for opening said valves, and

- Tmeans biassing said valves to close automatically so in the absence of actuating fluid pressure; and a continuously rotating master controller with valve means controlling the admission oi motive fluid from said supply conduit means to the said fluidactuated means to close said admission poppets and to open said exhaust poppets, with means for driving said master controller from said rotating shaft; so that when motive fluid is shut off-from said supply conduit, the admission poppcts open and by-pass the pistons in said engine cylinders 7 through the supply conduit means, thus allowing the locomotive to drift easily, while the exhaustpoppets close and exclude gas of the exhaust region fromthe engine cylinders.

13. In a reciprocating engine locomotive, the

combination with its engine cylinders and a' rothem in one direction; a continuously rotating tating shaft driven by the reciprocating pistons in said cylinders. or -separate balanced poppet valves for admitting and-exhausting motive fluidto and from said yiinders, and operatingpistons i'orsaid poppet valveractedon at one side by said pistons when the poppet valves arainone position and prefenting-such leakage whenthe" poppet valves are in another position, a continuously rotating master controller with valve'means controlling the admission-and exhaust oi motive fluid to'and from-the other side or said operating pistons, and means: :!or driving said-master con- 5 at a fraction oi the entine shaft speed corretroller from said rotatins shaft.

14. In a reciprocating ensine locomotive, the "combination with the engine cylinders at either side of thelocomotive, and a rotating engineshait driven by the reoiprocatint 91 mm said 20 withjs'aid cylinders for admitting and exhausting motive fluid to and from them, with fluid-actuated means for shifting said p ppet valves; pilot 5 valves movable transversely or said cylinders in paths inclined outward at an angle relative to one another. and controlling the action of oper-.

sting fluid on said fluid-actuated means to open and close said poppet vaives; a continuously ro- 10 toting master controller shaft revolving about an axis extending lengthwise of the locomotive between said cylinders, provided with pilotvalve-actuating oamprojections at equalintervsls around it; and niieans'i'or driving said master controller shait from said rotating. engine shaft,

sponding to the intervals of the cams for each pilot valve around said master controller shalt.

LLOYD aromas; 

